Internal-combustion engine



s, TAMURA AND M. WATANABE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG-1.1918.

Patented Jan. 3, 1922.

2 SHEETS- 511i I.

S. TAMURA AND M. WATANABE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG.I, 191s.

Patented Jan. 3, 1922.

VAX 0W UNITE STTS trier.

SHIN'KIGHI' TAD/TUBA, KOBE, AND MASANORI WATANAJBE, 0F TOKYO, J SAID WATANABE ASSIGNOR T0 SAID TAMURA.

Specification of Letters Patent.

l' a tented' 1 Jan. 3', 1922.

Application filed August 1, 1918. Serial no. 247,385;

and MASANORI lVA'rANann, subjects of the Emperor of Japan, and the former residing atNo. l1 Nakayamate-Dori Gochonie, Kobe, Japan, and the latter at'No. 39 Takecho, Shitaya, Tokyo, Japan, haveinvent'ed certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to improvements in a cooling device for an internal combustion engine whereby air alone is drawn into the cylinders thereof when thesupply of gaseous fuel and this air is designed to-cool the cylinders and is exhausted without being sub- .jectedto any compression, in consequence serving to suiliciently cool the engine to allow the same to operate effectively without necessitating the provision of a usual water cooling means.

The object of the invention is to provide a device of this character which may be utilized during the period where the motor car is temporarily stopped, the actuation of the device serving to instantly stop the usual operation of the engine without separating the normally geared motor shaft and propelling shaft. During such stoppage of'the engine air is drawn into the cylinder or cylinders by action of its suitable valves so that the cylindersmay be cooled and scavenged at thesame time theair is exhausted without being subjected to any compression.

The invention is clearly illustrated in the accompanying drawing in which:

Fig. 1 is a frontelevation of anengine showing the improved cooling apparatus ap-, plied thereto.

Fig. 2 is a transverse sectional view thereof, partly in elevation.

Fig. 3 is an enlarged side elevation of the means for controlling the operation of the inlet and exhaust valvesfor the cylinders.

Figs. a and 5 are details of the valve means for controlling the gaseous fuel and air supply.

Referring now, in particular to the accompanying drawings there is provided aninternal combustion engine including cylindersl, in which operate pistons of a conventional type. The numeral 2 represents thepower shaft of the engine; 3 its hearings; e'the crank portions of the shaft 2;- and 5,

the crank pins. The crank pins are of course connected to the connecting rods-(Sand the plstons which. operate in the. cylinders as.

shownin Fig.v 2. v p H The shaft 2- is providedwith a toothed wheel 7 which is geared with. a toothed wheel 8 rigidly connected to cam. shaft 9',

so that the shaft 9 is rotated at one. half of.

the speed'of' the shaft- 2. The present gearing apparatus is not the essential part. of the invention. and any convenient device. can be used therefor.

The controlling shaft. 9 isprovided with three cams 10-, 11 and 12. Thesecams are ar ranged in one set for onecylind'er. Hereinafter the description will be given to the set of cams and other devicesaccording to thisinvention for one cylinder only,.as those for another cylinder are the same as theformer: Cam 19 operates an inlet valve 15 for. fuel or mixture of air and carbureted fuel through an inlet valve. controlling apparatus 13, 1.4: and 15. Cam 11 operates an exhaust valve 19 through an exhaust valve controlling apparatus '17 and 18. These parts are. the same-as those for the usualtype ofengine. The characteristic features of this invention are cam 12 and a special apparatus associatedtherewith and the same will be. more fully described as regards its construction and operation.

Cam 12 is engaged with asliding rod 20, which in turn is connected to a member 22' through a link 21 and this link; atjits inter mediatepoint ispivotedto therod 17. This; member 22-is connected to awire 2.4:- through its pin 23. Moreover, the member: 22 is always pressed downward'by means of a coil spring 25 which is juxtaposed between the said member and a. stationary or fixed piece. 26. This member 22can, however, be. raised against the action of the spring 25 when" the wire 24 is pulled-upward by a suitable mechanismas will be hereinafter described. 27 is a guide for the member 22. v

The cam surfaces of the cams, 11 and 12 are diametrically opposedto each other. In the: position shown in Fig. 1 and in full lines in'Fig; 3, the cam 11 workson-the exhaustion stroke so that the exhaust valve controlling apparatus 17 and 18 is raised upward. This causes the link 21 to rock around its pivot point on the member 22' and so pulls up the rod 20 thereby preventing operation of said rod 20 by thecam 12., Therefore, in this case, the motor will work as it there were no apparatus concerning cam 12 and its asso-..

ciated parts.

However, when the explosion in the cylinder of the motor is stopped and the rod 25 is pulled upwards to simultaneously stop the supply of fuel, parts 20, 21, 22, 23, 24; and 25 are brought to the positions shown in dotted line in Fig. 3, thenthe rod is pressed downward rocking the link 21 around its pivot point upon the rod 17, so that the cam 12 will operate to raise the rod and by reason of the arrangement of the member 22 in its raised position and the connection of the link as at 25 with the rod17, the exhaust valve will be consequently openedandas the cams 11 and 12 are arranged to extend in opposite directions, when the cam 12 begins to move to its lowermost position the cam 11 will start on its movement to its uppermost position to prevent downward movement of the rod 17 so as to hold the exhaust valve open, as is apparent. This causes another opening ofthe exhaust valve, 111 addition to the usual opening of the said valve on the exhaustion stroke, on the compression stroke of the motor. Therefore the cylinderwill be subjected to the following scavenging action, that is. on

the suction stroke, when the inlet valve is spam, pure scavenging air comes into the cylinder without mlxmg with any carbureted fuel. 1 1 Onthe next or compression stroke, the

exhaust valve is opened by the operation of the cam 12 as justdescribed. Therefore this scavenging air is not subjected to any compression and is exhausted into a mosphere without heating the cylinder by its compression heat as hithertofore occasioned. On the nextexpansion stroke, the inlet valve is automatically opened by the vacuum in the cylinder so that -;scavenging air comes into it, which, in thenext exh'austion stroke is exhausted through the exhaustion valve now opened by the ordinary controlling of One example of the device for holding" up the rod25 when the supply of the mix-- ture of air and fuel gas isshut oil, is shown in Figs. 1,4. and This device consists of the wire 24 which is guidedbya pulley or roller 24 and isfixed at its end to an arm28 of a double armed lever 28 -28. To the other arm28 of this double armed lever is connected one end of thehandling rope 28". The lever is supported rotatably by means of aQ shaft 29, which is provided with a 'valve' 29tl This valve controls the' supply of airthrough the air inlet tube or duct 30. f When the rope 28" is pulled, the valve 29 will shut oil the passageof air through the duct-3O and at the same time thef rod 25 isheld up'as stated. Thus as air cannot enter through theclosed "-duct ating.

30, gaseous fuel is drawn through the duct 31 which is connected in asuitable manner J with a carbureter, (not shown) during the which otherwise is necessarily compressed on the compression stroke of the motor. Therefore the supply of the scavenging air is doubled while preventing the heating of the cylinder by compression head and accordingly the cooling and scavenging action in the cylinder is considerably increased. Consequently the cooling action of the engine according tothis invention is very great, especially when the engine is used fora motor car, in whichthe working of the engine is'ratherjconveniently stopped for several minutes, so that the engine may be sufficiently cooled by air alone, instead of using the water cooling apparatus hitherto employed. The employment otthis cooling device simplifies the constructionof cylinder ot' the engine, decreases the initial cost thereof and also the daily cost 'for oper:

What is claimed, is 1 In an internal combustion engine, a main shaft, cylinders having an lntakeand an exhaust, a secondary shaft normally geared with the main shaft,valves for the intake andexh'aust of the" cylinders, means 7 between the secondary shaft and the intake valves for operating said valves, cams on the secondary shaft, rods between certain of the and the exhaust valves, a support member adjustably mountedon the engine, a link pivoted to the supporting mem 11* her at oneend andhaving its medial portion pivoted to the adjacent exhaust valve operating rod, a rod' pivoted to the opposite end of the link for'coacting with the adjacent cam, and means for movineand 1 1 maintaining the member in the desired positi on.

' 2.111 an internal combustion engine, a N main shaft, cyl nders havingan intake and an exhaust, a secondary shaft normally '12 medial portion pivoted to the adjacent exhaust valve operating rod, a rod pivoted to the opposite end of the link for coacting with the adjacent cam, and common manually operable means for adjusting the position of the supporting member and for simultaneously shutting ofl the supply of gaseous fuel to the intake valves.

In an internal combustion engine in combination with the secondary shaft of the engine, a cam on the shaft and a vertically movable exhaust valve operating rod, of another cam on the secondary shaft arranged directly opposite the first mentioned cam, a vertically movable supporting memher, a link pivoted to said member at one end and having its medial portion fulcrumed to the exhaust valve operating rod, another rod pivoted to the outer end of the link and connected with the second mentioned cam and manually operable means SHINKICHI TAMURA. MASANORI WATANABE.

Witnesses SUGAo Sosa, HmoTARo SAGAWA. 

